WO2012073355A1

WO2012073355A1 - Information processing device for vehicle and database

Info

Publication number: WO2012073355A1
Application number: PCT/JP2010/071477
Authority: WO
Inventors: 友希山田
Original assignee: トヨタ自動車株式会社
Priority date: 2010-12-01
Filing date: 2010-12-01
Publication date: 2012-06-07
Also published as: US20130246421A1; JP5660139B2; CN103229220A; CN103229220B; JPWO2012073355A1; US9177040B2

Abstract

An ECU (30) and a DB (40) of a cruise assist device (10) specifies a deceleration completion point (Se) of a vehicle (V) on the basis of information relating to an absolute position independent from structural objects on the ground, and stores the deceleration completion point. Therefore, in a vehicle without a navigation system, the deceleration completion point (Se) can be specified and stored without map information such as a link ID, node, etc., in a map information database. Further, the ECU (30) and the DB (40) of the cruise assist device (10) stores a deceleration completion area (Ae) which is an area within a predetermined range from the deceleration completion point (Se). Therefore, a predetermined range from the deceleration completion point (Se) which is a point where the operation of a driver changes, is treated as the deceleration completion area (Ae) which is one operation area, and a database of the deceleration completion area (Ae) is made, so that the application to the drive assist becomes easier.

Description

Information processing apparatus for vehicle and database

The present invention relates to an information processing apparatus for a vehicle and a database, and more particularly to an information processing apparatus for a vehicle and a database for storing a driving operation of a driver.

提案 Proposals have been made to use the obtained data for various purposes by learning the driving operation of the driver. For example, Patent Document 1 discloses a driver operation change detection unit that detects a change in driver operation of a driver who drives the vehicle, and a vehicle such as latitude and longitude when the driver operation change detection unit detects a change in driver operation. Disclosed is a map information creating device comprising position information obtaining means for obtaining the position information, map information creating means for associating and storing a change in driver operation and position information when the driver operation has changed. ing.

JP 2009-103570 A

By the way, with this conventional storage method, accuracy cannot be ensured in providing driving support for the driver, and there is room for improvement in the creation of the database.

The present invention has been made in consideration of such circumstances, and an object of the present invention is to provide a vehicle information processing apparatus and a database that can be more easily applied to driving support.

The present invention specifies and stores a deceleration end point of a vehicle by absolute position information, which is information on an absolute position that does not depend on a structure on the ground surface, and stores a predetermined range from the deceleration end point as a deceleration area. An information processing apparatus for a vehicle including a storage unit.

According to this configuration, the storage unit specifies and stores the deceleration end point of the vehicle by the absolute position information that is information on the absolute position independent of the structure on the ground surface. The storage unit stores a predetermined range from the deceleration end point as a deceleration area. For this reason, a predetermined range is made into a database as a deceleration area that is one operation area with reference to a deceleration end point that is a point where the driver's operation changes, and it becomes easier to apply by driving support.

In this case, the storage unit specifies and stores at least one of the vehicle deceleration start point and the vehicle deceleration end point out of the predetermined range from the absolute position information, stores the deceleration end point, the deceleration start point, The deceleration area can be specified based on at least one of the exit points.

According to this configuration, the storage unit specifies and stores at least one of the vehicle deceleration start point and the vehicle exit point outside the predetermined range from the vehicle deceleration end point based on the absolute position information. A deceleration area is specified based on at least one of the start point and the exit point. For this reason, even if the deceleration end point is the same, the deceleration area can be further subdivided into a database for each operation of the driver whose deceleration start point and exit point are different. In the present invention, the boundary of the deceleration area and the exit point do not necessarily overlap.

In this case, the storage unit stores the distance between the current deceleration end point of the vehicle and the deceleration end point of the deceleration area stored in the past, and the distance between the current deceleration start point of the vehicle and the deceleration start point of the deceleration area previously stored. When at least one of the distance between the current exit point of the vehicle and the exit point of the deceleration area stored in the past is a predetermined value or more, a new deceleration area within the predetermined range from the current deceleration end point of the vehicle Can be stored as

According to this configuration, the storage unit stores the distance between the current deceleration end point of the vehicle and the deceleration end point of the deceleration area stored in the past, the current deceleration start point of the vehicle and the deceleration start point of the deceleration area stored in the past. And at least one of the distance between the current exit point of the vehicle and the exit point of the deceleration area stored in the past is equal to or greater than a predetermined value, a new range within the predetermined range from the current deceleration end point of the vehicle It is memorized as a slow deceleration area. For this reason, even if the deceleration end point is the same, the deceleration area can be further subdivided into a database for each operation of the driver whose deceleration start point and exit point are different.

In this case, the storage unit stores the distance between the current deceleration end point of the vehicle and the deceleration end point of the deceleration area stored in the past, and the current deceleration start point of the vehicle and the deceleration start point of the deceleration area stored in the past. When the distance is less than the predetermined value and the distance between the current exit point of the vehicle and the exit point of the deceleration area stored in the past is greater than or equal to the predetermined value, the vehicle speed at the current deceleration end point and the past stored When the difference from the vehicle speed at the deceleration end point in the deceleration area is less than a predetermined value and / or when the vehicle speed at the current deceleration end point of the vehicle is near 0 km / h, the current deceleration of the vehicle The predetermined range from the end point cannot be stored as a new deceleration area.

The distance between the current deceleration end point of the vehicle and the deceleration end point of the deceleration area memorized in the past, and the distance between the current deceleration start point of the vehicle and the deceleration start point of the deceleration area memorized in the past are less than a predetermined value. Even when the distance between the current exit point of the vehicle and the exit point of the deceleration area stored in the past is a predetermined value or more and only the current and past exit points are different, If there is no difference in the vehicle speed at the deceleration end point in the past, or if the vehicle speed at the current deceleration end point is close to 0 km / h, the driver feels uncomfortable even if the same deceleration behavior is considered although there is a difference in the exit point It is thought not to give. Therefore, according to this configuration, it is possible to prevent the operation of the driver with different exit points from being subdivided without giving the driver a sense of incongruity.

Alternatively, the storage unit includes a deceleration start point of the deceleration area stored in the past, and in a rectangular area having two sides parallel to the average azimuth of the vehicle at each of the deceleration start points of the deceleration area stored in the past, The farthest side can be set as the reference line.

According to this configuration, the storage unit includes a deceleration start point of the deceleration area stored in the past, and a rectangular area having two sides parallel to the average azimuth of the vehicle at each of the deceleration start points of the deceleration area stored in the past. The one side farthest from the deceleration area is set as the reference line. For this reason, it is possible to set a reference line serving as a reference for starting the deceleration operation of the driver by a simple method, and it is easier to apply by driving support.

Also, absolute position information can include information on latitude and longitude.

According to this configuration, the absolute position information includes information on latitude and longitude. For this reason, even if there is no map information such as a link ID or a node regarding a structure on the ground surface, the storage unit can identify and store the deceleration end point by acquiring the latitude and longitude of the point by GPS or the like. it can.

In addition, the present invention specifies and stores a deceleration end point of a vehicle by absolute position information that is information on an absolute position that does not depend on a structure on the ground surface, and sets a predetermined range from the deceleration end point as a deceleration area. It is a database to memorize.

According to the vehicle information processing apparatus and the database of the present invention, it is possible to make it easier to apply to driving assistance without using map information.

It is a block diagram which shows the structure of the driving assistance device which concerns on 1st Embodiment. It is a flowchart which shows the operation | movement which memorize | stores the deceleration completion | finish area of the driving assistance device which concerns on 1st Embodiment. It is a top view which shows the vehicle at the time of setting the reference line of the driving assistance device which concerns on 1st Embodiment, the deceleration end area, the deceleration start point, and a reference line. It is a flowchart which shows the operation | movement which sets the reference line of the driving assistance device which concerns on 1st Embodiment. It is a flowchart which shows the operation | movement which memorize | stores the deceleration place of the driving assistance device which concerns on 2nd Embodiment. It is a top view which shows the deceleration start point at the time of memorize | storing the deceleration place of the driving assistance device which concerns on 2nd Embodiment, the deceleration end point, and an exit point. It is a block diagram which shows the structure of the information processing center which concerns on 3rd Embodiment.

Hereinafter, a vehicle information processing apparatus according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the vehicle information processing apparatus according to the first embodiment of the present invention is configured as a driving support apparatus 10 mounted on a vehicle. The driving support device 10 of the present embodiment performs driving support such as inducing a driver's deceleration operation so that the engine brake is applied at an appropriate timing, for example, in order to improve fuel efficiency. It is a device for. The driving support device 10 of this embodiment includes a GPS 21, an in-vehicle camera 22, a millimeter wave radar 23, a communication device 24, a vehicle speed sensor 25, a display 26, an ACC switch 27, a PCS switch 28, an ECU 30, a DB 40, a car navigation system 51, a brake. An actuator 52, an accelerator actuator 53, and a speaker 54 are provided.

The GPS 21 is for positioning the host vehicle by receiving a signal from a GPS satellite. The in-vehicle camera 22 is a camera that captures an image around the host vehicle in order to detect a situation around the host vehicle. The millimeter wave radar 23 is for detecting a situation around the host vehicle by detecting a reflected millimeter wave radiated around the host vehicle. The communication device 24 is for communicating with facilities such as other vehicles and an information processing center. The vehicle speed sensor 25 is a sensor that detects the vehicle speed of the host vehicle by detecting the rotational speed of the wheels of the host vehicle.

The display 26 displays information on a deceleration operation for applying the engine brake to the driver of the own vehicle at an appropriate timing. The ACC (Adaptive Cruse Control) switch 27 is a switch for operating the ACC system that monitors the distance to the vehicle ahead by the millimeter wave radar 23, controls the accelerator amount and the brake amount, and controls the vehicle speed and the inter-vehicle distance. It is. The PCS (Pre-Crash Safety) switch 28 is a switch for operating a PCS system that avoids collision with obstacles around the host vehicle and reduces damage at the time of collision.

The ECU (Electronic Control Unit) 30 is for controlling the entire driving support device 10 as will be described later. The ECU 30 is configured mainly by a CPU, for example, and includes a ROM, a RAM, an input signal circuit, an output signal circuit, a power supply circuit, and the like.

The DB (Data Base) 40 associates the information of the vehicle position at the start of the deceleration operation such as accelerator OFF of the driver of the own vehicle, the vehicle position at the end of the deceleration operation, and the node number learned by the driving support device 10. Remember.

The car navigation system 51 provides route guidance to the driver of the host vehicle using the positioning information of the GPS 21.

Based on the command signal from the ECU 30, the brake actuator 52 and the accelerator actuator 53 apply a reaction force to the brake pedal and the accelerator pedal so that the driver of the own vehicle applies an engine brake or the like at an appropriate timing, and guides the driving operation of the driver. To do. Further, the brake actuator 52 and the accelerator actuator 53 adjust the brake amount and the accelerator amount so that the host vehicle travels by applying an engine brake or the like at an appropriate timing. Further, the brake actuator 52 and the accelerator actuator 53 detect the driver's brake pedal stroke and accelerator pedal stroke by sensors, and send detected values to the ECU 30.

The speaker 54 informs the driver of the own vehicle with information about the deceleration operation for applying the engine brake at an appropriate timing.

Hereinafter, the operation of the driving support device 10 of the present embodiment will be described. The driving support device 10 of the present embodiment is for accurately relating driving data and position in a system that learns driving data that a driver normally performs driving operation and performs driving support.

As shown below, in this embodiment, in order to associate travel data with a position, a travel distance from a reference point is calculated. In the present embodiment, an area of a predetermined range specified by the latitude and longitude by the GPS 21 is used as information regarding the reference point.

Hereinafter, the learning operation of the deceleration action will be described. When learning the position of the deceleration action, the following process is performed.
(Step 1): A deceleration action suitable for learning, that is, an operation position relating to deceleration performed at the same place to some extent is extracted. In step 1, paying attention to the deceleration end position that tends to be stable in the deceleration action, if the latitude and longitude ranges are below a certain value, the same deceleration action is assumed.
(Step 2): Learning the deceleration action in Step 1 and specifying a standard to be used in driving support. That is, the same deceleration end reference deceleration behavior is extracted, and the deceleration start criterion is calculated from these deceleration start positions.
(Step 3): Learning by associating the distance from the reference determined in Step 2 with the travel data. That is, the distance traveled after passing the latitude and longitude positions serving as the start reference is calculated, and the operation position of each driver such as the accelerator off is learned.

First, (Step 1) will be described. As shown in FIG. 2, the ECU 30 of the driving assistance device 10 has a vehicle speed increased by a vehicle speed sensor 25, a brake actuator 52, an accelerator actuator 53, or a shift position sensor mounted on the transmission, and the driver stepped on the brake pedal. Then, it is determined whether or not the deceleration action such as releasing the accelerator pedal or lowering the shift position of the transmission is completed (S101).

When the deceleration action is completed (S101), the ECU 30 registers in the DB 40 the latitude and longitude of the deceleration end point Se and the azimuth that is the traveling angle of the vehicle at the deceleration end point Se (S102). The ECU 30 refers to the DB 40 and determines whether or not the registered number of deceleration end points in the vicinity of the deceleration end point Se is greater than or equal to a certain number in the learned travel data (S103).

When the registered number of deceleration end points in the vicinity of the deceleration end point Se is greater than or equal to a certain number (S104), the ECU 30 includes the deceleration end point Se and a certain range within a predetermined distance from the deceleration end point Se as the deceleration end area Ae. Register in the DB 40 (S105). The ECU 30 may change a certain range within a predetermined distance from the deceleration end point Se with the stability of the deceleration behavior of the vehicle. For example, when the deceleration position such as a temporary stop intersection or the vehicle speed is more stable than other places, the range registered from the deceleration end point Se as the deceleration end area Ae may be smaller than other places.

Next, (Step 2) will be described. As shown in FIG. 3, it is assumed that the vehicle V is heading toward the registered deceleration end area Ae. As shown in FIG. 4, the ECU 30 of the driving assistance apparatus 10 determines whether or not the vehicle V is traveling to the deceleration end area Ae (S201). When it is determined that the vehicle V is traveling to the deceleration end area Ae (S201), the ECU 30 detects the vehicle speed by the vehicle speed sensor 25, the brake actuator 52, the accelerator actuator 53, the shift position sensor provided in the transmission, or the like. It is determined whether or not a deceleration action such as having been lowered, the driver has stepped on the brake pedal, released the accelerator pedal, or lowered the shift position of the transmission is started (S202).

When the deceleration action is started (S202), the ECU 30 registers in the DB 40 the latitude and longitude of the deceleration start point Ss and the direction that is the traveling angle of the vehicle V at the deceleration start point Ss (S203). The ECU 30 refers to the DB 40, and determines whether or not the number of data included in the deceleration end area Ae where the deceleration end point Se is registered is greater than or equal to a certain number in the learned deceleration action travel data (S204).

As shown in FIGS. 3 and 4, the ECU 30 calculates the average direction D of the vehicle V at the deceleration start point Ss for the data included in the deceleration end area Ae where the deceleration end point Se is registered, and the deceleration start point Ss. Is calculated as a deceleration start area As having two sides parallel to the direction D (S205). The ECU 30 registers, in the DB 40, a side that is separated by the deceleration end area Ae among the two sides perpendicular to the direction D of the deceleration start area As as a reference line L (S206).

Next, (Step 3) will be described. The ECU 30 of the driving support device 10 reaches the deceleration start point Ss and the deceleration end point Se after the vehicle V passes through the deceleration start point Ss and the deceleration end point Se and the reference line L calculated in (Step 2). Are stored in the DB 40 in association with each other. However, the ECU 30 invalidates the travel data in which the deceleration end position Se is not included in the deceleration end area Ae and does not include it in the above processing.

As a result, when the driving support device 10 determines that the vehicle V has passed the reference line D and reached the deceleration start point Ss or the deceleration end point Se next time by the GPS 21, the driver starts deceleration or ends deceleration, respectively. It is possible to perform driving support such as prompting the driving operation by voice intervention by the speaker 54 or driving intervention by the reaction force of the brake actuator 52 and the accelerator actuator 53.

According to the present embodiment, the ECU 30 and the DB 40 of the driving support device 10 specify and store the deceleration end point Se of the vehicle V by information regarding an absolute position that does not depend on a structure on the ground surface. For this reason, in a vehicle not equipped with a navigation system, the deceleration end point Se can be specified and stored without map information such as a link ID or a node in the map information database. Moreover, ECU30 and DB40 of the driving assistance device 10 memorize | store in the predetermined range from deceleration end point Se as the deceleration end area Ae. For this reason, a predetermined range is made into a database as a deceleration end area Ae, which is one operation area, based on the deceleration end point Se, which is a point where the driver's operation changes, and is easily applied by driving support.

Further, according to the present embodiment, the ECU 30 and the DB 40 of the driving support device 10 include all the deceleration start points As of the deceleration end area Se stored in the past, and each of the deceleration start points Ss of the deceleration end area Ae stored in the past. In the rectangular area having two sides parallel to the average direction D of the vehicle V, the one side farthest from the deceleration end area Ae is set as the reference line L. For this reason, the reference line L used as the reference | standard of the start of a driver's deceleration operation can be set with a simple method, and becomes easy to apply by driving assistance.

Further, according to the present embodiment, the information on the absolute position not depending on the structure on the ground surface includes information on the latitude and longitude. For this reason, the ECU 30 and the DB 40 of the driving support device 10 specify the deceleration end point Se by acquiring the latitude and longitude of the point by GPS or the like, even if there is no map information such as a link ID or a node regarding the structure on the ground surface. And memorize it.

In this embodiment, since the determination is made based only on the latitude, longitude, and direction of the GPS 21, it is possible to construct a system with a simple structure, and it is possible to implement even a vehicle not equipped with a navigation system. However, when there is no map data or the like, it may be difficult to determine whether or not the target of the deceleration action is the same. That is, it is necessary to determine whether the vehicle is decelerating at the temporary stop intersection or the vehicle ahead. For this reason, in this embodiment, the deceleration action is determined based on the latitude, longitude, and vehicle speed of the most stable deceleration end position.

Hereinafter, a second embodiment of the present invention will be described. In the present embodiment, in the above (Step 1), in order to improve the accuracy of decomposing the types of deceleration behavior, not only the latitude and longitude of the deceleration end point Se but also a predetermined value from the deceleration start point Ss and the deceleration end point Se. The latitude and longitude of the exit point outside the range are also determined.

As shown in FIGS. 5 and 6, the ECU 30 of the driving assistance device 10 is configured such that the vehicle speed is reduced by the vehicle speed sensor 25, the brake actuator 52, the accelerator actuator 53, or a shift position sensor mounted on the transmission, and the driver It is determined whether or not a decelerating action such as stepping on, releasing the accelerator pedal, or lowering the shift position of the transmission is started (S301). When the deceleration action is started (S301), the ECU 30 registers in the DB 40 the latitude and longitude of the deceleration start point Ss and the direction that is the traveling angle of the vehicle V at the deceleration start point Ss (S302).

The ECU 30 uses the vehicle speed sensor 25, the brake actuator 52, the accelerator actuator 53, or a shift position sensor mounted on the transmission to increase the vehicle speed, the driver steps on the brake pedal, releases the accelerator pedal, or the transmission shift position. It is determined whether or not the deceleration action such as lowering has been completed (S303). When the deceleration action is completed (S303), the ECU 30 registers in the DB 40 the latitude and longitude of the deceleration end point Se and the azimuth that is the traveling angle of the vehicle at the deceleration end point Se (S304).

The ECU 30 determines whether or not the moving distance of the vehicle from the deceleration end point Se is equal to or greater than a certain value d (S305). When the moving distance of the vehicle from the deceleration end point Se is equal to or greater than a certain value d (S305), the ECU 30 sets the latitude and longitude of the exit point So and the direction that is the traveling angle of the vehicle at the exit point So in the DB 40. Register (S306).

The ECU 30 refers to the DB 40, and in the travel data learned in the past, the distance between the current deceleration start point Ss and the past deceleration start point X is less than a predetermined threshold value α, and the current deceleration end point Se Past driving data (X, Y, and X) that the distance from the past deceleration end point Y is less than the predetermined threshold β and the distance between the current exit point So and the past exit point Z is less than the predetermined threshold γ. Whether there is Z) is determined (S307). In this case, the ECU 30 has a predetermined difference between the respective azimuths of the current deceleration start point Ss, the deceleration end point Se, and the exit point So and the azimuths of the deceleration start point X, the deceleration end point Y, and the exit point Z in the past. It may be determined whether or not it is less than the threshold value δ.

The distance between the deceleration start point Ss and the past deceleration start point X is less than the predetermined threshold α, the distance between the current deceleration end point Se and the past deceleration end point Y is less than the predetermined threshold β, and the current When there is past travel data (X, Y, Z) in which the distance between the current exit point So and the past exit point Z is less than the predetermined threshold γ (S307), the ECU 30 causes the current deceleration start point Ss, The deceleration end point Se and the exit point So are registered by being superimposed on the past travel data (X, Y, Z), respectively (S308). On the other hand, the distance between the deceleration start point Ss and the past deceleration start point X is less than the predetermined threshold α, and the distance between the current deceleration end point Se and the past deceleration end point Y is less than the predetermined threshold β. When there is no past travel data (X, Y, Z) in which the distance between the current exit point So and the past exit point Z is less than the predetermined threshold γ (S307), the ECU 30 Ss, the deceleration end point Se, the exit point So, and a certain range within a predetermined distance from the deceleration end point Se are registered in the DB 40 as the deceleration end area Ae (S309).

In S307, the threshold value α, β, γ, or δ may be a value calculated through experiments or the like. Alternatively, in S307, the same value may be used for the threshold values α, β, γ, or δ. In S307, the threshold value α, β, γ, or δ may be changed depending on the driver's tendency. For example, in the case of an unskilled driver, the threshold value α, β, γ, or δ may be set to a larger value. In S301 to S309, the current and past deceleration start points Ss and X, the deceleration end points Se and Y, and the exit points So and Z are determined in consideration of the current and past vehicle steering start points. May be.

In addition, for the current and past deceleration start points Ss, X, the deceleration end points Se, Y and the exit points So, Z, even if the current and past exit points So, Z differ by more than the threshold value γ, the deceleration end points When there is almost no difference between the position of Se and the vehicle speed, or when the vehicle speed at the deceleration end point Se is as low as 0 km / h (for example, 0 to 5 km / h), the ECU 30 sets the exit point So, The difference in Z cannot be considered. This is because in these cases, the same deceleration behavior does not give the driver a sense of incongruity.

According to the present embodiment, the ECU 30 and the DB 40 of the driving support device 10 use at least one of the vehicle deceleration start point Ss and the vehicle exit point Se from the vehicle deceleration end point Se as a structure on the ground surface. It is specified and stored by information regarding the absolute position that does not depend, and the deceleration end area Ae is specified based on the deceleration end point Se, the deceleration start point Ss, and the exit point So. For this reason, even if the deceleration end point Se is the same, the deceleration end area Ae can be subdivided into a database in more detail for each operation of the driver whose deceleration start point Ss and exit point So are different.

Moreover, according to this embodiment, ECU30 and DB40 of the driving assistance device 10 are the distance between the current deceleration start point Ss of the vehicle and the deceleration start point X of the deceleration area stored in the past, the current deceleration end point of the vehicle. When at least one of the distance between Se and the deceleration end point Y of the deceleration area memorized in the past and the distance between the current exit point So of the vehicle and the exit point Z of the deceleration area memorized in the past is greater than or equal to a predetermined value Stores a predetermined range from the current deceleration end point Se of the vehicle as a new deceleration end area Ae. For this reason, even if the deceleration end point Se is the same, the deceleration area can be further subdivided into a database for each operation of the driver having a different deceleration start point Ss and exit point So.

The distance between the current deceleration end point Se of the vehicle and the deceleration end point Y of the deceleration area stored in the past, and the distance between the current deceleration start point Ss of the vehicle and the deceleration start point X of the deceleration area stored in the past are predetermined. When the distance between the current exit point So of the vehicle and the exit point Z of the deceleration area stored in the past is greater than or equal to a predetermined value, only the current and past exit points So, Z are different. Even if there is no difference between the vehicle speeds at the current and past deceleration end points Se, Y, or when the vehicle speed at the current deceleration end point Se is close to 0 km / h, the exit points So, Z Although there is a difference, it is considered that the driver will not feel uncomfortable even if the same deceleration behavior is considered. Therefore, in this embodiment, in such a case, the predetermined range from the current deceleration end point Se of the vehicle is not stored as a new deceleration end area Ae. As a result, it is possible to prevent the operation of the driver with different exit points from being subdivided without giving the driver a sense of incongruity.

Hereinafter, a third embodiment of the present invention will be described. As shown in FIG. 7, in the present embodiment, the vehicle information processing apparatus of the present invention is configured as an information processing center 100. In the information processing center 100, necessary data is received from a plurality of vehicles by the communication device 24, and the ECU 30 performs the same information processing as the in-vehicle driving support device 10 of the first and second embodiments, and the result is stored in the DB 40 To remember. Furthermore, the communication device 24 transmits information stored in the DB 40 to a plurality of vehicles.

According to the present embodiment, the ECU 30 and the DB 40 of the information processing center 100 specify and store the deceleration end point Se of the vehicle based on the information on the absolute position not depending on the structure on the ground surface, and the deceleration end point Se. Is stored as a deceleration end area Ae. For this reason, by using the database at the information processing center or the like, the deceleration end point Se can be specified without the map information such as the link ID and the node in the map information database. In addition, by constructing a database with a predetermined range as a deceleration end area Ae that is a single operation area based on the deceleration end point Se that is a point where the driver's operation changes, each vehicle applies the database with driving assistance. It becomes easy to do.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made.

The vehicle information processing apparatus and database according to the present invention can be applied to driving assistance more without using map information.

10 Driving support device 21 GPS
22 On-vehicle camera 23 Millimeter wave radar 24 Communication device 25 Vehicle speed sensor 26 Display 27 ACC switch 28 PCS switch 30 ECU
40 DB
51 Car Navigation System 52 Brake Actuator 53 Accelerator Actuator 54 Speaker 100 Information Processing Center

Claims

A storage unit for specifying and storing a deceleration end point of the vehicle by absolute position information which is information on an absolute position independent of a structure on the ground surface, and storing a predetermined range from the deceleration end point as a deceleration area; A vehicle information processing apparatus.
The storage unit specifies and stores at least one of a deceleration start point of the vehicle and a departure point of the vehicle out of a predetermined range from the deceleration end point by the absolute position information, and the deceleration end point; The vehicle information processing apparatus according to claim 1, wherein the deceleration area is specified based on at least one of a deceleration start point and the exit point.
The storage unit is
The distance between the current deceleration end point of the vehicle and the deceleration end point of the deceleration area stored in the past, the current deceleration start point of the vehicle and the deceleration start point of the deceleration area stored in the past When at least one of the distance and the distance between the current exit point of the vehicle and the exit point of the deceleration area stored in the past is a predetermined value or more,
The vehicle information processing apparatus according to claim 2, wherein a predetermined range from the current deceleration end point of the vehicle is stored as a new deceleration area.
The storage unit is
The distance between the current deceleration end point of the vehicle and the deceleration end point of the deceleration area stored in the past, and the current deceleration start point of the vehicle and the deceleration start point of the deceleration area stored in the past Is less than a predetermined value, and when the distance between the current exit point of the vehicle and the exit point of the deceleration area stored in the past is greater than or equal to a predetermined value,
When the difference between the vehicle speed at the current deceleration end point of the vehicle and the vehicle speed at the deceleration end point in the deceleration area stored in the past is less than a predetermined value, and the vehicle speed at the current deceleration end point of the vehicle is 4. The vehicle information processing apparatus according to claim 3, wherein at least one of the times when the vehicle is in the vicinity of 0 km / h, a predetermined range from the current deceleration end point of the vehicle is not stored as a new deceleration area.
The storage unit includes a deceleration start point of the deceleration area stored in the past, and in a rectangular area having two sides parallel to the average azimuth of the vehicle at each of the deceleration start points of the deceleration area stored in the past, The vehicle information processing apparatus according to claim 1, wherein one side farthest from the deceleration area is set as a reference line.
The vehicle information processing apparatus according to any one of claims 1 to 5, wherein the absolute position information includes information related to latitude and longitude.
A database in which a deceleration end point of a vehicle is specified and stored by absolute position information that is information on an absolute position independent of structures on the ground surface, and a predetermined range from the deceleration end point is stored as a deceleration area.